Hydrocarbon-engine.



No. 744,380. PATENTED NOV. 17, 1903..

J. 0. MEREDITH.

HYDROGARBON ENGINE.-

APPLIUATION FILED JAN. '7' 1901. I

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PATENT @nrrcn.

JOSEPH O. MEREDITH, OF KANSAS CITY, MISSOURI.

HYDROCARBQNI-ENGINE.

S PEGIFICATION forming part of Letters Patent No. 744,380, dated November 17, 1903. Application filed January 7, 1901. Serial No. 42,307. (No model.)

To all whom it may concern.-

Be it known that I, JOSEPH (J. MEREDITH, acitizen of the United States, residing at Kansas City, in the county of Jackson and State of Missouri, have invented new and useful Improvements in Hydrocarbon-Engines, of which the following is a specification.

My invention relates to an improved mechanism for converting the expansive force of a gas or vapor into work, and has for its immediate object the best attainable method of directing the expansive force of the working fluid into a controllable rotary eifort, which may be varied in magnitude, velocity, and direction at the will of the operator.

The invention is particularly intended for use as a hydrocarbon-engine.

Hydrocarbon-engines in the present state of the art are deficient in means for obtaining rotation about the center of gravity of all moving parts, defective in controllability, and lacking in means of reversing the rotating parts.

My invention relates to a rotary reversible controllable-speed gas-engine; and it con sists in certain novel construction and arrangement of parts for attaining the above objects, as will be hereinafter described, and embodied in the claims.

Referring to the accompanying drawings, Figure 1 is a side elevation, partly broken away and in section, of an engine and its controlling-gear in accordance with myinvention. Fig. 2 is an end elevation of the same, partly broken away and in section.

The crank-chamber 17 of the engine is rotably mounted on the main shaft 18, which' is journaled near its ends in bearings 19, secured to supporting-bars 20.

When the engine is used for propelling a vehicle, the bars 20 are secured to the frame.

Secured to opposite sides of the crankchamber 17 are two cylinders 22, provided with water-jackets 23 and with heat-dispersing ribs 24. A piston 25 is mounted in each cylinder and connected by pitmen 26 with crank 27, integral with or secured to the main shaft 18.

A gear 28 is rigidly secured on shaft 18 adjacent to one side of the crank-chamber 17.

The governor-shaft 29 is mounted in bearings 'sions 43.

to shaft 29, so as to have longitudinal move-,

ment thereon. Integral with each sleeve 36 or secured thereto is a cam 37 and a circular concentric collar 38. A portion of the periphery of each cam 37 registers with the periphery of the adjacent collar 38. The remainder of the cam-periphery is nearer the center of rotation than the periphery of the collar. The function of these cams 37 and collar 38 is to actuate the valves of the engine, as will be fully described hereinafter.

Each cylinder 22 has near its outer end a Valve-chamber 39, which communicates with the adjacent cylinder, as shown, and is provided with a seat for a puppet-valve 41. (See Fig.2.) The valve-rods 42 are slidinglymounted in tubular extensions 43 of the valve-chambers. A coiled expansion-spring 44 is placed around each extension 43 and has its outer end suitably secured to the valve-rod 42,

thereby pressing outwardly on the valve-rods and holding valves 41 normally seated.

Each valve-chamber 39 is provided with an opening and a seat for a puppet-valve 45, of, which the rod or stem 46 is mounted in a tubular extension (not shown) like the exten- The valves 45 are also provided with suitable springs (not shown) for holding them normally closed.

The valves 45 will be hereinafter termed admission-valves, and the valves 41 will be termed exhaust-valves.

The outer end of each valve-rod 42 carries a roller 47, the face of which is held pressed against cam 37 or collar 38, according to the inclination of the governor-balls 34.

The crank-chamber is provided with two hubs 48, in one or both of which an annula groove 49 is formed.

The crank-shaft 18 is tubular from its outer end to a point near its inner end and is provided with radial openings 50, which communicate with the annular groove 49 and with the bore of the crank-shaft.

Two ports 51 and 52 are connected with two tubes 53 54, which lead, respectively, to the valve-chambers 39 39 above the admission-valves 45.

Cold water may be conducted to the spaces between the water-jackets 23 and cylinders 22 through ports in the crank-chamber and suitable passages formed in the shorter portion of the crank-shaft 18, or a concentric tube may be inserted in bore of shaft to carry working fluid, while the concentric annulus carries the cooling fluid or the exhaust product.

It will be readily understood that as the engine proper is supported at only two pointsviz., the hubs or bearings LS-the cylinders 22 may revolve about the crankshaft 18 in either direction and at a number of difierent speeds, depending on the extent to which the rotative effort of the crank-shaft 18 is checked by the means hereinafter described. Conversely, when the cylinders 22 are held stationary while the engine is in operation the crank-shaft will be rotated.

The devices for regulating the speed and direction of rotation of the engine will now be described.

A brake-wheel 1 and a bevel-gear 1, having a common hub, are mounted rotatably on the crank-shaft 18, as shown in Fig. 1. The web or spokes of the brake-wheel 1 are secured to the crank-chamber 17 in any preferred manner.

A brake-wheel 6 and a bevel-gear 6 have a common hub, which is keyed or otherwise secured to crank-shaft 18, or said wheel and said gear may have separate hubs, each secured to this shaft.

Adjacent to brake-wheel 6 is a brakewheel 5, the hub of which is rotatably mounted on the hub of the former. The hub of said wheel 5 carries a bevel-gear 5 of larger diameter than that of gear 6.

Adjacent to brake wheel 5 is a brakewheel 4, the hub of which is rotatably mounted on the hub of said wheel 5. The hub of wheel 4 carries a bevel-gear 4 of larger diameter than that of gear 5.

A hub 7 is rotatably mounted on the hub of brake-wheel 4 between the web of said wheel and that of the gear at. this outer hub 7 is the web 8 of the brakewheel 3. Secured concentrically to one side of the web 8 or integral therewith is a wheel 9,which will be termed hereinafter the takeoff wheel, as the resultant efiort of the engine is transmitted through this wheel to any machinery driven by the engine. The takeoff wheel may be a pulley, a sprocket, or a spur-gear, being indicated as the latter in Fig. 1.

Integral with or secured to one side of the web 8 and extending across to the web of Integral withbrake-wheel 2 is an annular flange 10, which forms a casing for the gearing, to be described, and a support for the outer ends of two or more radial shafts 12. The outer ends of these shafts are held in sockets or perforations in the casing 10, and their inner ends are secured to a hub or sleeve 13, rotatably mounted on the crank-shaft between the hubs of gears 1 and 6'.

The sleeve or hub 13 may be provided with a web or spokes, to which the flange 10 may be secured in order to form a rigid connection between these parts.

Three planetary pinions 14 15 16, of different diameters and having a common hub, are rotatably mounted on radial shaft 12 near its outer end. The outer and smallest pinion 14 engages the gear 4 and a gear 2 of equal diameter at its opposite sides. This gear 2 is integral with or secured to the web of brakewheel 2, the hub of which is rotatably mounted on the common hub of brake-wheel 1 and gear 1. The inner and next larger pinion 16 engages the gears 1' and 6. The intermediate and largest pinion 15 engages the gear 5.

Each of the radial shafts 12 carries three pinions identical in size and arrangement with those shown and described. More than one set of pinions is not necessary theoretically to the operation of the brake-wheels; but by employing a plurality of radial shafts and pinions I reduce the wear on each pinion and obtain a smoother operation of the gearing.

Adjacent to each of the brake-wheels 1 2 3 4 5 6 is mounted in any preferred manner a brake-shoe or other braking device 56, one form thereof being shown in Fig. 1. Each brake 56 may be manually or pedally applied by the operator for controlling the action of the engine in the manner to be described.

Assuming that the engine is mounted on a vehicle and driving the same, the bars 20 are secured to the framework of the vehicle in such a manner that the cylinders 22 are free to revolve around their crank-shaft. The take-off wheel 9 is geared to the runninggear of the vehicle. Stopping the rotation of brake-wheel 6 by its brake holds the crankshaft 18 stationary, thereby causing the engine-cylinders to revolve at full speed. At this time the take-ofl": 9 rotates in the same direction as said cylinders and at one-half of their speed. Stopping the rotation of brakewheel 1 by its brake holds the engine-cylinders stationary, and thereby causes the crank-shaft to run at full speed in the opposite direction to that in which the cylinders revolve when the brake-wheel 1 is released, while the take-off 9 rotates at one-half of said full speed in the same direction as the crankshaft. Stopping the rotation of brake-wheel 5 by its brake holds gear 5 stationary and causes the take-off 9 to rotate in the same direction as the engine-cylinders and at a speed greater than one-half their full speed. Stopping the rotation of brake-wheel 4 byits brake holds gear 4 stationary and causes the take off 9 to rotate with less than one-half its full speed in the same direction as the engine cylinders. Stopping the rotation of brake-wheel 3 by its brake holds the take-off 9 stationary and causes the engine-cylinders to revolve at one-half their full speed, while the crank-shaft runs at one-half of its full speed in the opposite direction. Stopping the rotation of brake-wheel 2 by its brake holds gear 2 stationary and causes the take-off to run backward at the same speed with which it runs forward when the brake-wheel 4 is checked.

In explanation of the foregoing it may be stated that there are two routes of transmission of force from the engine-cylinders to the take-01f 9. ,One of these routes is from the cylinders through the brake-wheel 1, its hub, gear 1, pinion 16, radial shaft 12, casing 10, and web 8 to the take-off wheel 9. The other route is from the pistons 25 through the pitmen 26, cranks 27, shaft 18, gear 6, pinion 16, and thence to the take-off wheel 9 through the web 8. The two lines of force transmission-one through rotation of cylinders 22 and i the other through rotation of crank-shaft 18 are mutually reactive and opposite, and being applied, respectively, to diametrically opposite sides of a planetary pinion orparts thereof will act together to produce rotation of the pinion about radial shafts 12, which become movable centers of rotation when the instantaneous axis or the fixed center is by any means located atany other point than the geometrical axis of the pinions. Pinions 14, 15, and 16 afiord means for fixing the instantaneous center in their respective pitchcircles by anchoring gears 4, 5, or 6 through their respective brake-wheels 4, 5, and 6.

Any suitable or preferred form of antifriction device, such as ball-bearings, may be interposed between the hubs of the brakewheels 1 and 2, 3, 4, 5, and 6 and between the innermost hubs and the crank-shaft 18.

The operation of the engine in detail is as follows: The working fluid is admitted to the hollow crank-shaft 18 through any preferred form of joint or coupling. From shaft 18 the fluid traverses the tubes 53 and 54 and enters the valve-chambers 39 above the admissionvalves 45. Any relative motion between the governor-shaft 29 and the cran k-shaft 18 sets up rotation of the governor-shaft through the action of gears 28 and 30. The cams 37 being splined on the governor-shaft reciprocate the valve-rods 42, and thereby open and close the exhaust-valves 41. When the exhaust- Valves 41 are closed, the inward thrust of the pistons 25 creates partial vacuums in the valve-chambers 39 until the pressure of the working fluid opens the inlet-valves 45, and thereby admits the gas or vapor to the cylinders 22. The relative speed of rotation of the governor-shaft 29 depends on the gears 28 30,

and'by employing suitable gears the-cams 37 may be caused to open the exhaust-valves at every other stroke of the pistons 25,0r at every fourth stroke, or at any other desired interval whatever. Whenever the rotary speed of the cylinders 22 rises above normal, the centrifugal motion of the governor-balls 34 draws the sleeves 36 outwardly'along the governor-shaft, thereby slipping the collar 38 into engagement with the valve-stem rollers 47. The exhaustvalves 41 are thus held open, which permits air to enter the cylinders 22 through the openings 39 in the valve-chambers 39, and consequently no difference of pressure to open the admission-valves 45 is created. When the engine slows down to normal, on account of the working fluid being out ofi, the cen tripetal movement of the governor-balls (caused by springs, not shown) disengages the collars 38 from the rollers 47 and substitutes the cams 37, with the result that the valves 41 and 45 are opened periodically and a charge of gas or vapor is drawn into the cylinders 22. The

rotation of the governor-weights 34 about the governor-shaft 29 tends to swing the weights inward toward the crank-shaft 18, and when the engine-cylinders are permitted to revolve the corresponding revolution of the governorshaft in a plane parallel to its own axis tends to swing the weights outward away from the crank-shaft. By this means or in this manner, owing to the resultant of the two centrifugal forces acting on the governors, a governing efiect which is operative at various speeds is afforded by the aforesaid rotation and revolution of the governor-shaft.

Means for earbureting or vaporizing a liquid working fluid are not shown, but may be introduced at any step prior to the working stage.

No igniting device is shown or claimed, as

any suitable device may be employed for this I purpose.

Having now fully described my invention, what I claim as new, and desire to secure by Letters Patent of the United States, is

1. In a motor of the class described, the combination of a rotatable crank-shaft, a bevel-gear secured thereon, a bevel-gear rotatably mounted thereon, a radial shaft revolubly mounted between said gears and on said crank-shaft, a planetary pinion mounted on said radial shaft and engaging each of said gears, brake-wheels secured to said gears, a ring or flange 10 secured to outer end of said radial shaft and a wheel secured to said ring,

substantially as set forth.

2. In a motor of the class described, the

I combination of a crank-shaft, a sleeve rotatably mounted thereon, a radial shaft having its inner end secured to said sleeve, three in- I tegral pinions of difierent-pitch diameters on said radial shaft, gears concentric with said crank-shaft and engaging said pinions respectively, and means for holding said gears stationary, substantially as described'and set forth.

3. In a motor of the class described, a rotatable crank-shaft, cylinders revolubly mounted thereon, pistons in the cylinders, pitmen connecting pistons with said crank-shaft, a brake-wheel secured to said crank-shaft, a brake-wheel secured to said cylinders, and appropriate means for stopping rotation of said brake-wheels by frictional resistance, substantially as described.

4. In a motor,of the class described,a crankshaft, cylinders revolubly mounted thereon, a bevel-gear 6', a pinion 16 engaging said gear, a bevel-gear l engaging the opposite side of said pinion and secured to said cylinders, a radial shaft carrying said pinion revolubly mounted on said crank-shaft, a ring 10 secured to the outer end of said radial shaft, a power take-01f wheel 9 secured to said ring, brakes 1 and 6 secured respectively to said cylinders and said crank-shaft, substantially as described.

5. In a motor, of the class described, the combination of a crank-shaft, cylinders revolubly mounted thereon, a bevel-gear 6, a bevel-gear 1, a radial shaft revolubly mounted on said crank-shaft, a pinion 16 on said shaft meshing with said bevel-gears, pinions 14 and 15 integral with pinion 16, gears 2, 4; and 5, brake-wheels 2, 4, and 5 and appro priate means for stopping rotations of same by frictional resistance, substantially as described.

6. In a rotary engine, the combination of a crankshaft, cylinders revolubly mounted thereon, a gear 28 secured on said shaft, a governor-shaft mounted transversely of said shaft and revolving with said cylinders, gear 30 on said governor-shaft and meshing with gear 28, and governor weights pivotally mounted on said governor shaft, substantially as described.

7. In a motor of the class described, a rotatable crank-shaft, piston-cylinders rotatably mounted thereon, detached stationary bearings forsaid shaft, a bevel-gear secured to said shaft, a bevel-gear rotatably mounted on said shaft, a planetary pinion interposed between said gears and meshing with each, a radial shaft revolubly mounted on said crank-shaft and carrying said pinion, a wheel 9 rigidly connected to radial shaft and revolving therewith, brake-wheels secured to the aforesaid bevel-gears, and means for retarding rotation of said brake-wheels by appropriate application of frictional resistance thereto, substantially as described.

8. In a motor of the class described,the combination of a rotatable crank-shaft, cylinders revolubly mounted thereon a bevel-gear secured to said shaft, a bevel-gear rotatably mounted on said shaft and secured to said cylinders, a radial shaft revolubly mounted on said crank-shaft, a plurality of planetary pinions integrally mounted on said radial shaft, one of said pinions in mesh at diametrically opposite points with the aforesaid bevel-gears respectively, the other pinions in mesh with gears rotatably mounted on said crank-shaft, brake-wheels secured to said gears as and for the purpose set forth.

9. The combination of a shaft 18, a gear 1 and brake-wheel 1 secured thereto, a gear 6 and brake-wheel 6 secured thereto,,a pinion 14 revolubly mounted with respect to said shaft, and meshing with said gears, a pinion integral with pinion 14' and of diiferent pitch diameter, a gear concentrically mounted with respect to aforesaid gears 1 and 6' and meshing with said pinion, a brake-wheel secured to said gears, with appropriate means for checking rotation of said brake-Wheels by the application of frictional resistance thereto, substantially as described.

10. The combination of a shaft 18, an integral gear and brake-wheel rotatably mounted thereon, an integral gear and brake-wheel secured to said shaft, a pinion revolubly mounted on said shaft interposed between and meshing with said gears, a governor-shaft revolubly mounted on aforesaid shaft, a gear on said shaft, a gear on the governor-shaft, engaging said gear, a centrifugal governor mounted on said governor-shaft, substantially as described.

11. The combination of a motor-shaft,an integral gear and brake-wheel rotatably mounted thereon, an integral gear and brake-wheel secured to said shaft, a pinion revolubly mounted on said shaft interposed between and meshing with said gears, a pinion of different pitch diameter integral with aforesaid pinion, a gear concentrically mounted with aforesaid gears and meshing with said pinion, a brake-wheel secured to-said gear, a governor-shaft' revolubly mounted on aforesaid motor-shaft, a gear on the motor-shaft, a gear on the governor-shaft engaging said gear, and a centrifugal governor mounted on said governor-shaft, substantially as described.

12. In a motor of the class described, the combination of an integral gear and brakewheel rigidly mounted upon a rotatable crankshaft, an integral gear and brake-wheel rigidly connected to cylinders revolubly mounted on said crank-shaft, a revolubly-mounted pinion with which said gears mesh at diametrically opposite points, and appropriate means for checking rotation of said brakewheels by the application of frictional resistance thereto, substantially as described.

13. In a motor of the class described, the combination of a gear rigidly mounted upon a rotatable crank-shaft, a gear rigidly connected to a piston-cylinder revolubly mounted on said crank-shaft, a pinion with which said gears mesh at diametrical opposite points, a bolt or shaft for said pinion, a hub or drum loosely mounted on the crank-shaft and carrying said bolt or shaft, a plurality of pinions integrally mounted with the aforesaid pinion upon said shaft or bolt, gears concentric with said crank-shaft meshing with said pinions, brake-wheels rigidly connected with each of said concentric gears, respectively, as and for the purpose set forth.

14:. A reversible rotary engine with a variable governor effect, comprising a rotatable crank shaft, cylinders revolubly mounted thereon, brake-wheels secured to said crankshaft and said cylinders respectively, pistons in the cylinders, pitmen connecting said pistons and said crank-shaft, a governor-shaft mounted'in bearings secured to said cylinders and transversely of said crank-shaftand gears operatively connecting said governor-shaft and said crank -shaft, substantially as described.

15. In a rotary engine, the combination of a fixed crank-shaft, cylinders revolublymounted thereon, an integral gear and brake-wheel secured to said cylinders, an integral gear and brake-wheel secured to said shaft, a pinion r'e volu bly mounted on said crank-shaftinterposed between and meshing with said gears, a pinion of diiferent pitch diameter integral with aforesaid pinion, an integral gear and brake-wheel loosely mounted on said crankshaft and meshing with said pinion, a bolt or shaft upon which said pinions rotate, a hub loosely mounted on said crank-shaft and carrying one end of said bolt or shaft, a drum integral with or secured to said hub and carrying the other end of said bolt or shaft, and a power take-off wheel secured to said drum, substantially as described. I

16. In a motor of the class described, the combination of a crank-shaft, piston-cylinders revolubly mounted thereon, an integral gear and brake-wheel secured to said cylinders, an integral gear and brake-wheel secured to said crank-shaft, a pinion revolubly mounted on said shaft interposed between and meshing with said gears, a power take-0E wheel secured to shaft or bolt .carrying said pinion, a governor-shaft revolubly mounted on said crank-shaft, bearings for said governor-shaft secured to said cylinders, and gears operatively connecting said governorshaft and said crank-shaft respectively, and a centrifugal governor mounted on said governor-shaft, substantially as described.

17. In a motor ofthe class described, the combination of a crank-shaft,piston-cylinders revolubly mounted thereon, pitmen and pistons connecting crank-shaft and cylinders, an integral gear and brake-wheel secured to said cylinders, an integral gear and brake wheel secured to said shaft, a pinion revolubly mounted on said shaft interposed between and meshing with said gears, a pinion of diiferent pitch diameter integral with the aforesaid pinion, a gear concentrically mounted with aforesaid gears and meshing with said pinion, a brake-wheel secured to said gear, a governor-shaft mounted on said cylinders transversely to said crank-shaft, a gear on the crank-shaft engaging a gear on the governor-shaft,and a centrifugal governor mountdescribed.

ed on said governor-shaft, substantially as 18. In a motor of the class described, the combination of a rotatable crank-shaft, piston-cylinders revolubly mounted thereon, a gear 1 and brake-wheel 1 secured thereto, a gear 6 and brake-wheel 6 secured thereto, a pinion let revolubly mounted on said'crankshaft and meshing with said gears, a pinion integral with 14 of different pitch diameter, a gear rotatably mounted on said crank-shaft and meshing with said pinion, a brake-wheel secured to said gear, a take-01f wheel rotatably mounted on said crank-shaft and rigidly connected to drum and hub, carrying the bolt or shaft of said pinions, substantially as described.

19. In a motor of the class described, the combination of a rotatable crank-shaft, piston-cylinders revolubly mounted thereon, a governor-shaft mounted transversely to said crank-shaft,an integral gear and brake-wheel rotatably mounted on said crank-shaft, an integral gear and brake-wheel secured to said shaft, a pinion revolubly mounted on said crank-shaft, interposed between and meshing with said gears, substantially as described.

20. In a motor of the class described, the combination of a rotatable crank-shaft, piston-cylinders revolubly mounted thereon, a governor-shaft mounted transversely and revolubly on said shaft, gears operatively connecting crank-shaft and governor-shaft,an integral gear and brake-wheel loosely mounted on said crank-shaft, an integral gear and brake-wheel secured to said shaft, a pinion interposed between and meshing with said gears, a bolt or shaft carrying said pinion and revolubly mounted on said crank-shaft, a pinion of different pitch diameter integral with the first-mentioned pinion, a gear rotatably mounted on said shaft and engaging said lastmentioned pinion, a brake-wheel secured to said gear, and a take-off wheel secured to parts carrying said pinions, substantially as described.

21. The combination of a motor-shaft 18, a gear 1 rotatably mounted thereon, a gear 6 secured thereto, a pinion 14, interposed between and meshing with said gear, a pinion of different pitch diameter integral with pinion 14: and revolubly mounted on the aforesaid shaft, a gear rotatably mounted on said shaft and engaging said pinion, brake-wheels integral with each of said gears, a governorshaft transverselyrand revolubly mounted on said motor-shaft, gears operatively connecting said shafts and a centrifugal governor on said governor-shaft, substantially as described.

22. In a motor of the class described, the

combination of a rotatable crank-shaft, piston-cylinders revolubly mounted thereon, a

a pinion of different pitch diameter integral with the flying pinion of said diiferential gear, a gear rotatably mounted on said shaft meshing with said pinion and a brake-wheel integral with said gear, substantially as described.

23. In a motor of the class described, the combination of a rotatable crank-shaft,pistoncylinders revolubly mounted thereon, pistonand-pitman connection with said crank-shaft and said cylinders, and a further operative connection by means of a gear secured to said cylinders, a gear secured to said shaft, each meshing with a revolubly-mounted pinion at diametrically opposite points, brake-wheels secured to said gears, a governor-shaft transverse to the crank-shaft and rotatably mounted in bearings attached to said piston-cylinders, gears operatively connecting said crankshaft and governor-shaft, as and for the purpose set forth.

24. In a motor of the class described, the combination of a rotatable crank-shaft,pistoncylinders revolubly mounted thereon, a governor shaft supported transversely of the crank-shaft by bearings secured to said cylinders, gears operatively connecting governorshaft and crank-shaft,a gear rotatably mounted on said crank-shaft, and secured to said cylinders, a gear secured to said shaft, a planetary pinion engaging said gears, a shaft or bolt revolubly mounted on crank-shaft and carrying said pinion, a plurality of pinions integrally mounted with said pinion, gears rotatably mounted on said crank-shaft and engaging said pinions, brake-wheels secured to said gears respectively, substantially as described.

25. The combination of a motor-shaft, a

governor-shaft revolubly and rotatably connected thereto,a rigidly-connected sleeve and drum loosely mounted on said motor-shaft, a bolt or shaft mounted on said sleeve and drum, a'plurality of pinions on said bolt or shaft, gears rotatably mounted on said motorshaft and engaging said pinions respectively, a gear secured to said shaft and engaging one of said pinions,substantially as described.

26. In a motor of the class described, a rotatable crank-shaft, a piston-cylinder revolubly mounted thereon, a pitinan and piston operatively connecting said shaft and cylinder, a governor-shaft supported transversely of the crank-shaft by bearings secured to said cylinders, gears operatively connecting said shafts, a centrifugal governor on said governor-shaft, a cam slidingly mounted on said governor-shaft and operatively connected to said governor, a valve actuated by the rotation of said cam, a gear secured to said cylinder, a gear secured to said crank-shaft, a pinion revolubly mounted on said shaft interposed between and meshing with the aforesaid gears, a plurality of pinions integral with the aforesaid pinion, gears loosely mounted on said crank-shaft and engaging said pinions respectively, with means for checking rotation of said gears, substantially as and for the purpose set forth.

In testimony whereof I have signed my name to this specification in the presence of the subscribing witnesses.

JOSEPH (J. MEREDITH.

Witnesses:

BEN THOMAS, BLANCHE SPENCER, KENNETH MCC. DE WEESE. 

